Release-valve for triple-valve mechanism.



J. R. SNYDER.

RELEASE VALVE FOR TRIPLE VALVE MECHANISM.

APPLICATION FILED AUG.4. 1915.

Patented June 6, 1916.

FIG. 2

INVENTOR THB COLUMBIA PLANDGRAPH C0" v/ASIIINQTON. b C- UNITED STATES P JACOB RUSH SNYDER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR T0 PERCY E.

BONNER, QF PITTSBURGH, PENNSYLVANIA. J

To all whom it may concern Be it known that I, JACOB RUSH SNYDER, a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in I Release-Valves for Triple-Valve Mechanism, of which the following is aspecification.

This invention relates to air brake systems for railway trains, and more particularly to means for insuring the releaseof triple valves after an application of the as imperfect lubrication, corrosion, a defec-' tive packing ring, or other causes tending to make the triple valve stick.

The present invention has for its object to provide supplementary means for suddenly reducing the pressure on the auxiliary reservoir side of the triple valve piston, upon increase of brake pipe pressure, and thereby insure the triple valve going to release position.

The invention comprises a supplementary valve mechanism constructed and arranged as hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a diagrammatic View of the essential parts of an air brake equipment on a car, showing the supplementary valve in its relation to the other parts; and Fig. 2 is a sectional view through the supplementary valve mechanism.

In the drawings, 1 represents the train pipe, 2 the triple valve, 3 the brake cylinder and 4 the auxiliary reservoir, allof which may be of the usual or desired construction and connected and operating in the usual way of air brake equipment. 4

5 indicates the supplementary valve mechanism having a connection at one end, as at 6, to the. train pipe and at its opposite end, as at 7, to the auxiliary reservoir or to any point on the auxiliary reservoir side of the triple valve piston. This supplementary valve mechanism comprises a movable abutment 8, shown as a diaphragm, which is constantly subject on one face to train pipe pressure and on its opposite face to auxiliary reservoir pressure, and provided with Specification of Letters Patent.

RELEASE-VALVE FOR TRIPLE-VALVE MECHANISM.

Patented June o, 1916.

Application filed'Aug'ust 4, 1915. Serial No. 43,569.

a stem 9 arranged to actuate a slide valve 10 cooperat ng with a suitable seat 11 provlded with port leading to the atmosphere .and port 13 leading to a-measuring chamber 1 1.

Preferably-a light spring. 16 is provided for normally holding the diaphragm 8 toward train pipe pressure.

The operation of this valve mechanism is as follows: Normally, that is, upon a substantially balanced pressure between the auxiliary reservoir and the train pipe, the valve is in the position shown in Fig. 2 with the cavity 15 in slide valve 10 connecting measuring chamber port 13 with exhaust port 12. Upon an increase of train pipe pressure, such as is effected inorder to release the brakes after an application, the diaphragm 8 is moved inwardly, carrying with it the valve 10 sufficiently far to break the connection between ports 13 and 19, and also sufficiently far to uncover port 13 so as to directly admit auxiliary reservoir pressure into the measuring chamber 14, and permitting the auxiliary reservoir to equalize with said chamber 14. This causes a sudden reduction of pressure on the auxiliary reservoir side of the triple valve piston, to produce a suflicient differential between the pressures on the opposite side of said triple valve piston to insure the triple valve going to release position, even if it has a tendconnects said measuring chamber with the atmosphere so as to empty said chamber and leave it in depleted condition for again receiving a. measured charge of air from the auxiliary reservoir side of the triple valve piston for the next release ofthe brakes.

The valve mechanism described is of very simple construction and insures the reproduction of a sufficient differential on the opposite sides of the triple valve piston when releasing the brakes to cause said triple valve to move to release position. At each release of the brakes a certain amount of air is, of course, wasted, but this is only a small-amount. The capacity of the measuring chamber 14 will be so chosen as to give just suflicient space for equalization of the 1. In an air brake system, the combina tion With the train pipe,'aux1liary reservoir,

brake cylinder and triple valve connected in the usual Way, of supplementary valve mechanism comprising a movable abutment subject on one face to train pipe pressure and on its opposite face to auxiliary reservoir pressure, and a valve operated by said movable abutment and arranged on increase of train pipe pressure after application of the brakes to release pressure from'the auxiliary reservoir side of the triple valve piston. r

2. In an air brake system, the combination with the train pipe, auxiliary reservoir, brake cylinder and triple valve connected in the usual Way, of supplementary valve mechanism comprising a movable abutment subject on one face to train pipe pressure and on its opposite face to auxiliary reservoir pressure, and a valve operated by said movable abutment and arranged upon increase in train'pipe pressure after application of the brakes to release a measured quantity of pressure from the auxiliary reservoir side of the triple valve piston.

3. In an air brake system, the combination with the train pipe, auxiliary reservoir,

brake cylinder and triple valve connected in the usual Way, of supplementary valve mechanism comprising a movable abutment subject on one face to train pipe pressure and on its opposite face to auxiliary reservoir pressure, and a valve operated by said movable abutment and arranged on increase of train pipe pressure after application of the brakes to vent the auxiliary reservoir side of the triple valve piston to a closed chamber.

4. In an air brake system, the combination with the train pipe, auxiliary reservoir, brake cylinder and triple valve connected in the usual Way, of supplementary valve mechanism comprising a movable abutment subject on one face to train pipe pressure and on its opposite face to auxiliarv reservoir pressure, and a valve operated by said movable abutment and arranged on increase. of train pipe pressure after application of the brakes to vent the auxiliary reservoir side of the triple valve piston to a closed chamber and upon equalization of auxiliary reservoir and train pipe pressures to exhaust said chamber,

1n testimony whereof, I have hereunto set my hand.

JACOB RUSH SNYDER. Vfitnesses GLENN H. LERESCHE, EMMA K. CUNNINGHAM.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of I'atenta,

Washington, D. C. 

